Talk:5 ft 6 in gauge railway

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Reciprocating machinery installed inside driving wheels[edit]

John A. Poor's chief engineer Alvin C. Morton compiled the following advantages of "Portland Gauge" for Maine railways in 1847:^[1]:

Wide gauge locomotives offered more room to place reciprocating machinery inside, rather than outside the driving wheels. Reciprocating machinery was a source of vibration before mechanical engineering encompassed a good understanding of dynamics; and keeping such vibration close to the center of mass reduced the angular momentum causing rocking.
I wonder how he intended to do that. This would probably mean wheelsets with two cranks, one for each driving wheel, in each driving wheel axle, like a crankshaft rather than a straight axle.

References[edit]

^ Holt, Jeff (1985). The Grand Trunk in New England. Railfare. p. 78. ISBN 0-919130-43-7.

Peter Horn User talk 19:40, 27 January 2019 (UTC)[reply]

Adjustment[edit]

Iberian-gauge railways#Similar gauges and compatibility
Talk:Iberian-gauge railways#Adjustment
5 ft 6 in gauge railway#Similar gauges and compatibility
...a little wheelset adjustment... Nowhere do 1668 mm and 1676 mm gauges meet so this "adjustment" is moot, ditto for the referse. One does not move the wheels on the axle, the fit is too tight. In case of problems one replaces the wheelsets. Peter Horn User talk 19:57, 27 January 2019 (UTC)[reply]

Again, there is no "adjustment" possible. One can not move wheels on axles. Therfore one would replace wheelsets. Peter Horn User talk 02:27, 22 October 2019 (UTC)[reply]

[holt-1] Holt, Jeff (1985). The Grand Trunk in New England. Railfare. p. 78. ISBN 0-919130-43-7.

[1]